DAF SEPTEMBER 2020

AT THE HEART OF THE INDUSTRY A COMMERCIAL MOTOR SUPPLEMENT

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25 YEARS OF LEADERSHIP

NUMBER ONE FOR USED TRUCK DEALS IN THE UK

DAF’s domination of UK domestic truck sales

THE TEST OF TIME 1996 95.400 versus 2017 XF530 PROUDLY BUILT IN LEYLAND A high-tech plant that’s steeped in history

THE SECRET OF DAF’S SUCCESS

Truck industry patriarchs deliver their verdict

DAF DEALER NETWORK

Keeping You Moving Around The Clock Gareth Rees - Truck Sales Manager Watts Truck & Van, Cardiff Paul O’Reilly - Sales Department DAF Distributors, Ireland

Alistair MacDonald - Group Parts Manager Chassis-Cab Ltd, Cambridge

Harry Newcombe - Technician Ford & Slater, Leicester

Keith Baynes - Workshop Foreman Norscot Truck and Van Ltd, Perth

Suzie Dungate - Service & Compliance Controller GB DAF, Gatwick

Tony Biggs - Service Advisor MOTUS Commercials, Wrexham

Steve Roberson - Assistant Parts Manager Solway DAF, Carlisle James Wesley - Parts Manager Adams Morey Ltd, Bournemouth

Richard Stevens - Sales Manager Brian Currie, Milton Keynes

William Greig - Parts Manager Lothian DAF, Midlothian

Phil Kerr - Parts Driver Greenhous DAF, Wolverhampton

When you choose DAF, you choose a company with 25 years UK market leadership, plus back-up and support that’s simply unbeatable. From DAF MultiSupport, our tailored maintenance and repair package, to our pioneering roadside assistance service DAFaid, our comprehensive range of services is designed to increase uptime and reduce both maintenance and operating costs.

Behind our quality service are our people, all dedicated to keeping you moving around the clock.

DAF BACK-UP UNBEATABLE FOR 25 YEARS

A PACCAR COMPANY DRIVEN BY QUALITY

45262 Keep You Moving Around The Clock CV Show 277x190mm.indd 1

07/09/2020 15:59

20 15:59

25 YEARS OF UK MARKET LEADERSHIP

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COMMENT

DAF Trucks has spent more than a quarter of a century as market leader in the UK. Such a feat is an outstanding achievement for any company in any industry, and I’ve been reflecting a good deal recently on how we’ve reached this most impressive of milestones.

What has been the secret to our success?

Is it because almost every UK registered DAF is built in Britain? Is it that the product range offers exacting solutions for truck operators of all types and sizes? Perhaps it’s the dealer network, with almost twice as many locations as any other truck brand? Or is it the unbeatable back-up and the customer service solutions, spearheaded

by DAFaid, that set the industry standard?

Of course, it is all of these things – but there is something else. A vital piece of the jigsaw and something that glues together all of the above. I recognised it very early in my career with DAF Trucks; people don’t care what you know until they know that you care. And that is what DAF Trucks is all about. We care. I hear it constantly from customers describing the affinity they have with their local DAF dealer. Those relationships built up over many years are deep-rooted and meaningful, and I want to thank our customers for their trust and support, and for helping us maintain our strong position.

I oined DAF Trucks as an energetic young financial accountant at the dawn of the new millennium, and I am extremely proud to be the present custodian of the brand after spending 20 of the past 25 years with this wonderful organisation. There’s also something that has only recently struck me; and that’s the absence of any fundamental change within the business. Consistency has been the key; consistently listening to our customers; consistently evolving. We have stuck to our basic principles of developing industry-leading customer support, which has been influenced by the strong relationships built up by an independent dealer network.

I am delighted to have the opportunity to introduce this special supplement to mark DAF’s 2 years of market leadership. It reflects on the aforementioned tenets of our business – close customer relationships nurtured by our dealers, and of a culture of caring and working with our customers to keep the wheels rolling. Our customers have certainly played their role, and their support has been key to our leading position. For that, and on behalf of DAF Trucks in the UK, we are truly grateful.

Laurence Drake – MD, DAF Trucks UK

CONTENTS

4 10 18 20

DAF IN THE UK What is it that sets Britain’s top truck brand apart? Right from the start, success has been about customer relationships HEAD TO HEAD – THROUGH THE AGES We pitch the DAF 95 against a modern XF. These 6x2 rigs might be 21 years apart, but both promise to stand the test of time SPOTLIGHT: LEYLAND ASSEMBLY PLANT High-tech innovation is at the core of vehicle manufacturing at the historic Leyland assembly plant THE DIFFERENCE IS CLEAR Three industry stalwarts explain in their own words why DAF continues to stand out from the crowd

CONTACT INFORMATION Editorial Editor Will Shiers Group technical editor Colin Barnett Contributors Bob Beech, Simon Peters, Ronnie Hitchens Art and production Art Editor Tim Noonan Group production editor Clare Goldie

Display advertising Sales director Emma Tyrer Display sales executive Barnaby Goodman-Smith

i of ce oad Transport edia, 1st floor, Chancery House, St Nicholas Way, Sutton, Surrey SM1 1JB Published by DVV Media International Ltd © 2020 DVV

Directors Divisional director Vic Bunby Managing director Andy Salter Printed by PCP Distributed by Marketforce

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25 YEARS OF UK MARKET LEADERSHIP

WORDS: SIMON PETERS / PHOTOS: DAF Back in the day, the question that mattered to most people was ‘Who’s top of the pops?’ Nowadays it’s ‘How many followers have you got?’

Numbers matter, because they imply so much about you. So being the top-selling brand in an industry as demanding and exacting as trucks is nothing short of remarkable. But being market leader for 25 consecutive years?

That’s incredible...

Transport operators are level-headed, logical and pragmatic, after all. To them, trucks are a tool to do a job, assets to support what they do, resources to help

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them make money. Nobody puts their confidence in any one supplier lightly, and certainly not for that long.

For DAF to be market leader – to be selected as the industry’s top business partner, continuously, in what is above all a service industry – speaks volumes about the brand, the products, the people and the whole approach to business. Accolades like this have to be earned.

Market leadership isn’t the down payment for a promise – it comes from disciplined, dedicated hard work and effort over a long period of time. DAF has had to go on proving itself to win, and more importantly retain, that leadership over the years.

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NEED TO KNOW

Established in 1973, its ‘International Truck Service’ led the way in supporting operators roadside DAF FACT FILE

EARLY DAYS Let’s go back to the times when home brands dominated the British truck market. Leyland topped the list until the 1970s creation of a politically convenient, catch-all BL Group.

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TOGETHER

STRONGER DAF: 25 YEARS OF TRUST AND GOODWILL

UK operators have played a major part in the continued DAF success story – and it is a relationship to be proud of Destabilised by government interference and poor management, the leading truck manufacturer in the world, saw resources bleed away from its core business to support an ailing car industry.

As a result, the once-proud Leyland Trucks was starved of cash, leaving it dependent on government subsidies and looking for partners just as the doors of European opportunity were truly beginning to open. A 1980s change of political direction wanted simply to offload the problem – an unfair reflection of a still-great brand that had so much to offer.

Contrast that with a 1970s DAF. From humble beginnings, DAF had grown steadily to become a mid-stream

heavy trucks player across Europe.

Step by step, markets had opened up to the brand, gaining it recognition and respect, especially in its approach to customer service. Established in 1973, its ‘International Truck Service’ led the way

in supporting operators roadside, and that dependability had already won the brand many friends.

DAF came to the UK soon after Volvo and Scania. Doing the right things first, it prioritised building a support network based on enthusiastic and committed dealers right across the country and worked hard to build a solid business base on which to expand.

DAF had always been close to Leyland – the Leyland engines created the blueprint for DAF’s in-house engine range. So it was a hardly a surprise when the two brands moved closer together in the mid-1980s with Leyland supplying a Roadrunner-based lightweight truck range for DAF.

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25 YEARS OF UK MARKET LEADERSHIP Talks on closer ties began in 1986 and in spring 1987 the deal was sealed. A new DAF emerged blinking into the sunlight – one company, rather that the two-brand approach adopted by others.

Of course, it was in the UK that the move had most impact. On mainland Europe little changed. In the UK, a completely new brand, Leyland DAF, was born. It was a name that created huge interest, along with considerable speculation. Would DAF threaten the heritage and deep-rooted respect so many still had for Leyland? Would Leyland swamp DAF’s fast-reacting, customer-responsive way of doing business? Could Leyland’s British roots give its new Dutch partner added ‘Buy British’ fleet credibility?

Goodwill prevailed. It was as if the market really wanted this merger to succeed, with its 24% market share of day one shooting to 27.5% within four years.

TOUGH TIMES But these were tough times. Recession had hit the UK and Europe, and by 1991 demand for trucks in the UK had fallen over 50% compared with two years earlier. Merging two companies and investing in new products pushed up costs for DAF. Freight Rover had been part of the deal and the cost of developing a new van, almost from scratch and despite having a partner in Renault, was huge. At the same time, the end of the Cold War in Europe meant lucrative military contracts were being wound back. Developing an entirely new 18- to 44-tonne truck range (today’s CF) just heightened the challenge.

Falling markets and rising costs don’t

Leading the way: DAF’s reputation for thoughtful innovation, and British build quality, has helped sustain its reputation through the ages

go together, and on 3 February, 1993 DAF called in the receivers. Operating under such a cloud was a potential marketing disaster, but the UK’s affection for the brand helped turn things around.

Goodwill prevailed, and it came from all sides. Operators kept buying; dealers kept working; and the wheels of Leylands, DAFs and Leyland DAFs just kept turning.

Belief became the central tenet of

NEED TO KNOW

Paccar purchased DAF in 1996 and then in 1998 went on to acquire the Leyland Assembly Plant DAF FACT FILE the DAF proposition. There was an acceptance that the support would keep coming, that dealers would keep working and parts would keep being supplied and that DAFaid technicians would keep turning up to breakdowns, as always within the hour. The market believed that DAF would find a way through its difficulties and come back even stronger. It wanted to believe. And

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Sponsored by doing things. The spirit extended to new products. DAF launched upgrades to all of its product ranges in each of Paccar’s first four years of ownership, and the market responded by continuing to reward DAF with its support.

But it was in the early 2000s that DAF really put the seal on its position here in the UK. Euro-3 emissions legislation was introduced in 2001 and DAF was there, ready to respond with new XF and CF heavy truck ranges.

From 19% market share in 2001, DAF leapt to 24% share in 2002, 28% share by 2005 and a whisker under 30% share by 2009. The 2001 launch of the new LF lighter-weight range was indicative of the company’s innovation and rapidly established a new market standard for lighter-weight trucks.

Of course, in any market, a brand’s sales performance is dependent on the activities of its competitors, and the UK truck sector is an incredibly competitive environment. It is a fact that everyone makes a good truck these days, yet throughout DAF has continued to lead the sector with an authority that’s almost natural.

come back even stronger, it did.

Here in the UK, under the skilful management of David Gill and his team, outwardly almost nothing changed.

With a ‘backs to the wall’ approach, the Leyland DAF family came together to focus on one thing alone – looking after customers. And the market was delighted, rewarding the brand with a return to market leadership in 1995, just two years later.

NEW BEGINNING Hard work, determination and dedication brought the company through. But security was needed if DAF was really to thrive in the longer term. That arrived with Paccar’s 1996 purchase of DAF and 1998 acquisition of the Leyland Assembly Plant.

Paccar gave DAF – and Leyland DAF here in the UK – the chance to

spread its wings and make the most of its undoubted strengths. To its eternal credit, Paccar didn’t come in and try to change everything – instead, it harnessed the goodwill vested in the brand by employees, dealers, operators and everyone involved. It gave the company its head in developing products and technologies to meet the rapidly evolving needs of the European transport sector. And it encouraged the company’s response to new emissions requirements, focusing in particular on improving efficiencies and reducing costs of operation.

Every bit as important, it instilled in DAF new disciplines. Against a background of strong financial management and an enthusiastic, yet conservative approach to innovation, Paccar pursued its philosophy of consistently investing in better ways of

NEED TO KNOW

DAF gradually built its market share to more t 30% in 2016, with a futher rise to 30.5% in 2019 DAF FACT FILE

THE DAF DIFFERENCE So what are the factors that have sustained its market dominance so convincingly over the last 25 years?

What is it that delivers ‘the DAF Difference’?

Top of the list comes the dealer network. To operators large and small, DAF dealers are the embodiment of DAF – they deliver the reality of the

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25 YEARS OF UK MARKET LEADERSHIP MODEL OVERVIEW AND AXLE CONFIGURATION MODEL OVERVIEW Day Cab

Sleeper Cab

Space Cab

Super Space Cab

Engine

LF

LF 150 LF 170

PX-4 (115 kW/156 hp) PX-4 (127 kW/172 hp)

LF

LF LF LF LF

180 210 230 260

PX-5 (135 kW/184 hp) PX-5 (157 kW/213 hp) PX-7 (172 kW/234 hp) PX-7 (194 kW/264 hp)

LF

LF LF LF LF LF

180 210 230 260 290

PX-5 (135 kW/184 hp) PX-5 (157 kW/213 hp) PX-7 (172 kW/234 hp) PX-7 (194 kW/264 hp)

LF

LF LF LF LF

230 260 290 320

CF

CF CF CF CF

230 260 290 320

CF

CF CF CF CF CF

300 340 370 410 450

CF

CF 430 CF 480 CF 530

XF

XF XF XF XF

MX-11

MX-13

PX-7 (172 kW/234 hp) PX-7 (194 kW/264 hp) PX-7 (217 kW/295 hp) PX-7 (239 kW/325 hp)

Construction Construction

PX-7

PX-7 (172 kW/234 hp) PX-7 (194 kW/264 hp) PX-7 (217 kW/295 hp) PX-7 (239 kW/325 hp)

Comfort Cab

19t

PX-7 (217 kW/295 hp)

Construction Construction

14-16t

Construction

8-12t

Construction Construction

City

430 450 480 530

MX-11 (220 kW/299 hp) MX-11 (251 kW/341 hp) MX-11 (270 kW/367 hp) MX-11 (300 kW/408 hp) MX-11 (330 kW/449 hp) MX-13 (315 kW/428 hp) MX-13 (355 kW/483 hp) MX-13 (390 kW/530 hp)

MX-13 (315 kW/428 hp) MX-11 (330 kW/449 hp) MX-13 (355 kW/483 hp) MX-13 (390 kW/530 hp) UK:0919

brand at the coal face. It is their staff who turn up on a DAFaid call at 3am on a dark and dangerous M6 and who deliver the parts to keep the wheels turning 24/7.

Through close involvement, DAF has always encouraged and fostered a loyalty among dealers. There is an obvious allegiance to the brand, but perhaps even more importantly, there is a clear link to each other.

Independent, they might be, but DAF dealers work with DAF

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and with each other for the greater good of the customer.

Also top of the list must be products, and here, DAF’s philosophy is clear.

DAF builds solid, reliable products that go out in the morning and come back in the evening with the minimum of fuss.

There are two words that all too often concern truck operators: new and technology. The DAF approach has always been to innovate, but to do so when innovation has shown itself to be practical, proven, reliable and dependable.

‘New’ and ‘technology’ are no good if the truck

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NEED TO KNOW

It’s British too.

98% of all UK DAFs are built in Britain at DAF’s Leyland Assembly Plant DAF FACT FILE is sat at the side of the road losing money. DAF’s aim is always to be at the ‘cutting edge’ of technology, not the ‘bleeding edge’.

It’s about being British too. An amazing 98% of all UK DAFs are built here in Britain, at DAF’s Leyland

Sponsored by DAF Trucks, Eindhoven, the Netherlands

DAF’s product range reveals one of the most remarkable facts behind the brand’s popularity. DAF doesn’t just rely on one market sector for market leadership; it performs well in every sector. ● 2-axle trucks from 7.5 to 18 tonnes, 3-axle distribution and 4-axle construction rigids and top weight artics up to 44 tonnes, DAF does well right across the board. In lighter sectors, it leads by a significant margin. In heavier trucks, it is always close to the top despite the toughest of competition. ● LF is the 4x2 rigid range from 7.5 to 18 tonnes GVW. Compact,

durable and light, it’s ideal for urban and inter-urban applications and is well established as the UK’s best-selling distribution range. ● CF is DAF’s multi-purpose mid-to-maximum weight range, spanning solo 18 tonners, 6x2, 6x4 and 8x4 rigids, right up to 4x2 and 6x2 top-weight tractors. ● XF is DAF’s premium range focused on maximum weight national and international transport. Tractors and drawbars to 44 tonnes and above are its main focus, with the widest variety of axle configurations available.

Assembly Plant. In days gone by, that might have been something to keep quiet about. Today, it’s something to be proud of, because Leyland has one of the highest track records of excellence in delivering quality. It ranks consistently at the top of Paccar’s Quality Index – indeed, some operators even specify their truck must be built at Leyland.

ONE VISION There is consistency – of approach, of philosophy, of policy and of management. Operators love consistency because they know what they’re going to get. Trust is an essential ingredient in doing business, and in doing business with DAF and DAF dealers, operators know they will always

be treated consistently, fairly, respectfully and commercially. Time has proven that to be the case.

Above all, what makes DAF special is DAF people. Throughout the organisation, DAF people share the same values, the same beliefs, the same mantra. Right now, they’re sharing a culture-based programme throughout the world – ‘Proud DAF’ – encouraging them to say why they are proud to be part of DAF. People are the key ingredient behind DAF’s 25 years of market leadership – the real ‘DAF Difference’. At every level, DAF people are proud to be part of DAF and that shows in the way they go out of their way for customers. Each and every minute of every day.

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25 YEARS OF UK MARKET LEADERSHIP

HEAD HEAD TO

1996 DAF 95.400 VERSUS

2017 DAF XF530

DAF loyalist H Askey has evolved its business over time, mirroring the subtle change that characterises its favourite marque WORDS: BOB BEECH / PHOTOS: TOM CUNNINGHAM

OPERATOR OPINION ROB ASKEY DIRECTOR, H ASKEY “We are a relatively traditional transport company. We run a diverse fleet and have moved away from the mainstream market over the years – the big logistics companies set the agenda there and it is very difficult for smaller operators to compete. We run crane-equipped vehicles, specialist step-frame and low-loader trailers along with lighter vehicles, and operate across Europe when required.

“Being in something of a niche market we take great care with the specification of our vehicles and

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equipment. I want them to meet our exact requirements and remain in service for a long time. We buy new and late-used vehicles as required and put a strong emphasis upon vehicle presentation. We have kept the same basic livery for generations, adapting it slightly to fit the larger cabs of modern vehicles. People tell me that it works well and our trucks are instantly recognisable out on the road, which is exactly what we are aiming for, so we must be doing something right.

“We take the same approach with the suppliers we deal with. DAF has been a major part of the fleet for many years. My late father bought the first one in 1980 – until then he had been a loyal Leyland customer, although my grandfather preferred Bedfords.

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25 YEARS OF UK MARKET LEADERSHIP

H Askey director: Rob Askey has been purchasing DAFs for many years and appreciates the good service they give him

“Dad actually worked for Leyland as a regional service engineer and knew a lot of people in the organisation. After he returned to the family business, he went on a factory trip to Leyland and saw the then-new Freighter 16-ton rigid. He wanted to buy one there and then, but the dealer said it was not available and he had to buy the old Clydesdale model.

“He protested, but they still refused.

They took him for granted and then said that he wouldn’t buy anything but a Leyland. This was a red rag to him and so he rang the local DAF dealer, who had a new 2100 rigid in stock, and bought it straight away. He had a new Hiab crane and a body fitted and the first the Leyland dealer knew about it was when a brand new W-reg DAF came into their yard to have the tachograph calibrated. They soon realised their mistake. We still have this truck and it will be restored in due course.

“It turned out to be a fantastic truck and was the first of many more DAFs.

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We still buy other makes as well, but DAF remains our first choice.

“The old 95.400 is part of the furniture here – we refer to it as the Dutchess. It has been a fantastic workhorse. Dad bought it for me to drive when it was 18 months old and having a 400hp was a big step up from the previous 95.310 I had. It turned out to be the last truck I drove full-time.

It went all over Europe, often with indivisible loads, sometimes doublemanned. It came out of full-time service about six years ago, but I would have no hesitation in going to Spain in it tomorrow. The driveline is totally original, even the clutch is untouched.

It’s done in the region of 2 million km.

I always looked after it and drove it properly. Even though it’s a manual synchromesh box, I hardly ever used the clutch to change gear on the move.

The new ones are far more advanced and they give us very good service, but they don’t have the presence of the old

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95. I only realised just how rare they are when I was driving up through Holland.

Dutch drivers of all ages were waving, flashing and taking pictures, so I thought we better take care of the old girl.

“Our local DAF dealer provides very good support. Bob Stringer, head of sales for Motus Commercials in this area, does a fantastic job. He has great technical knowledge, a genuine interest in the industry and is one of the main reasons we stick with DAF.”

ON THE MARKET The tremendous success of DAF in both the UK and European truck markets in the last 25 years is the stuff of legend – competitors look at its market share with wonder. This year the business celebrates 25 years of continued leadership in the UK heavy truck market and it doesn’t look likely to lose that crown anytime soon. It might be thought that a certain arrogance could have set in by now

Sponsored by VEHICLE SPECIFICATIONS Manufacturer Model Chassis

Engine

Maximum power Maximum torque Gearbox

Ratio spread Brakes

Cab

Purchased Current mileage

Leyland DAF, Eastern Bypass, Thame, Oxfordshire, OX9 3FB 1996 FTG 95.400, 6x2 twin-steer tractor unit, with rear air suspension and Space Cab raised-roof sleeper cab 3,950mm wheelbase, plated GVW 22,360kg (23,270kg design), plated GCW 38,000kg/44,000kg (design 44,000kg/60,000kg STGO Cat 2). Front-axle steel suspension plated/design 7,100kg. Full air-suspended rear bogie (ECAS 6-bag), with aftermarket full-lift conversion, positive second steer-axle, bogie plated 16,200kg, split 6,000kg/10,170kg (originally at 38,000kg GTW) now 17,600kg at 44,000kg GTW. 295/80R22.5 tyres all round. Leyland DAF 1346 single-reduction drive-axle with diff-lock, 3.31:1 ratio standard. Aftermarket fuel tank and top tank, upright exhaust stack, sliding fifth wheel Leyland DAF WS295, 11.6-litre, Euro-2, 6-cylinder in-line, turbocharged and intercooled, 130mm stroke x 146mm bore, with mechanically controlled fuel injection pump and injectors.

Exhaust brake, road speed limiter

401hp (295kW) at 2,000rpm 1,640Nm (1,210lbft) at 1,300rpm ZF 16S-220 manual 16-speed, direct-drive, synchromesh range-change and splitter

16.47:1-1.00:1; reverse 13.32:1 Dual circuit, air-operated drum brakes, with automatic slack adjusters, asbestos-free linings, load sensing on drive-axle, spring parking brakes on first and third axles, air drier. Late production vehicle fitted with AB F249 medium roof Space Cab, with four-point air suspension, twin external lockers, mechanical tilting, external sun visor, fullair deflector kit, under-bumper spoiler and additional lamps, heated mirrors, tinted glass, headlight washers.

Interior – air-suspended seats, twin bunks, night heater, electrically operated roof hatch, electric windows both sides.

Integrated temperature control (ITC standard on Space Cab). ight heater, carpeted floor, pull-out table in dash, ad ustable steering column, 12V power point, overhead and underbunk storage. Intelligent warning system monitoring all major functions, and an electronic (analogue) tachograph.

Additional equipment – roof-mounted spotlights, beacons, worklights, and air horns Used when 18 months old 2 million km

DAF Trucks UK, Haddenham, HP17 8LJ 2017 XF530 FTG 6x2 twin-steer tractor unit with Super Space Cab high-roof sleeper cab 3,950mm wheelbase, plated GVW 26,000kg (27,000kg design), plated GCW 44,000kg (60,000kg STGO Cat 2). Front-axle steel suspension, plated 8,000kg (other options available).

Fully air-suspended rear bogie (6-bag electronic control), load transfer and full lift on second steer-axle. Bogie plated 19,000kg (split 7,500kg/11,500kg). SR1344 single-reduction drive-axle with diff-lock, 2.53.1 (others available). Optional aluminium wheels, 490-litre aluminium fuel tank, and 90-litre integral plastic AdBlue tank on n/s front mudguard, batteries in back of chassis, sliding fifth wheel, side-skirts, aftermarket full-width catwalk DAF MX-13 390. Euro-6d, 12.9-litre 6-cylinder in-line, turbocharged and intercooled with variable geometry turbocharger and high-pressure common rail fuel system.

Emissions controlled by cooled EGR, DPF and SCR catalyst exhaust with AdBlue. Exhaust brake and optional MX engine brake with cooled actuator 530hp (390kW) at 1,675rpm 2,600Nm (1,917lbft) at 1,000-1,460rpm in top gear, 2,500Nm at 1,000-1,421rpm in all other ratios ZF TraXon 12-speed constant mesh, automated with manual override. Direct-drive top gear. Automatic and manual non-eco modes (dependent upon configuration). Automatic clutch control, forward and reverse manoeuvring modes. Eco-roll freewheel function 16.68:1-1.00:1 EBS-controlled, air-operated disc brakes with ABS, ASR and Hill Hold. Safety systems include lane departure, AEBS, stability control, adaptive cruise with distance control. Smart cruise with GPS control Super Space high roof sleeper cab, with four-point coil springs (air optional). Manual hydraulic tilt, galvanised steel front bumper and under-run protection, twin external lockers, full deflector kit, optional skylights in roof, additional driving lights, external sun visor, heated and electrically adjustable mirrors. Interior – twin bunk layout with access ladder for top bunk, electric roof hatch with fly screen/ blind, extensive underbunk and overhead storage, pull-out fridge.

Air-suspended driver and passenger seats with optional luxury leather trim on seats and door panels. ATC automatic temperature control with conventional night heater and short stop auxiliary heater. Infotainment system with radio/media, navigation, Bluetooth for phone and other devices. Driver/vehicle performance monitor and trip computer, alarm and immobiliser. Plus air horns, top and bottom light bars, beacons, and work lights Used as an ex-demonstrator 375,000km

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25 YEARS OF UK MARKET LEADERSHIP and at certain times it has encountered mechanical issues with some models, but generally speaking the organisation works together to put things right and retain customer loyalty.

The other great question about the Dutch/UK-based manufacturer is how has it managed to keep using the same basic cab designs for three decades, or more in the case of the XF? Others have had as many as three changes of designs in that time and still fail to sell the number of new trucks every year that DAF achieves consistently. Probably the answer is due to the overall lack of change in the organisation as a whole – the personnel both at manufacturer and dealer level tend to remain with the organisation in the long-term.

Operating systems and customer services might be updated and refined, but the basic concepts it offers remain the same. DAFaid and ITS, the international equivalent, are both recognised as among

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the best. The system might creak at times due to the sheer volume of trucks in service, but generally customers are kept happy in the long run.

The dealer network is very big and pretty much unchanged in terms of locations. Money is invested in new premises and facilities, but most of the country has a DAF dealer close by. The dealer network has the advantage of a huge truck parc to build its businesses, and they offer a great parts service for both the DAF brand and virtually all other makes, along with trailer parts and a huge range of other components. All of this gives operators more reason to deal with the dealer and DAF on a regular basis, which strengthens relationships and inevitably makes it easier to sell new and used vehicles to many customers.

All of these factors have allowed the manufacturer to build market share and hang on to customers. Also, the truck range is pretty comprehensive,

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with a huge range of different models and specifications for nearly every application from 7.5 tonnes upwards.

One sector that DAF does struggle with is the very high-power tractor unit market, with its highest-rated MX13 engine topping out at 530hp at present.

A case could be made for a 15- or 16-litre engine to take on the Swedes and Germans in the 600hp-plus market. But just how many extra trucks would DAF actually sell and would it really justify the considerable level of investment to develop a bigger motor, especially with legislators and market forces leaning towards low-emission electric and gas-powered drivelines? Possibly one factor might make it happen, the gradual move towards multi-trailer combinations, running at weights well in excess of 40/44 tonnes in a number of European markets. This might force the Dutch manufacturer’s hand, but it would take some hard bargaining with

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“

It turned out to be a fantastic truck and was the first of many more DAFs

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for some time, with Seddon Atkinson the third user of the design as part of Enasa. This alliance came to an end when Iveco bought Pegaso and DAF became the sole user, and ultimate owner, of the cab range.

The first 95 models were introduced in 1987, but we didn’t see many of them in the UK until 1988. The range was a radical departure from the old model, with a new chassis, a striking cab and many other fresh components.

The basic WS 11.6-litre engine was carried over from the old range, but it gained cross-flow heads and other modifications to boost power and reduce fuel consumption. The first ratings were 310hp, 350hp and 380hp. This basic engine design was introduced in 1968 and fitted to the revolutionary 2600 range, in place of a licence-built version

of the 11.1-litre Leyland 680. DAF had worked closely with the Lancashire manufacturer for a number of years and the DAF engine shared a number of design features with the British design.

It was ironic that DAF should go on to take over Leyland, later get into financial difficulties, restart operations, eventually come under American ownership and then assemble trucks for the UK and other markets at the old Leyland facility.

The 95 was greeted with great acclaim and became popular in many markets. But as with many new products, there were issues and early versions could be troublesome, though the company stuck with it and got things sorted. For a period, it introduced a revised version of the old models badged as 2900/3200 for operators who felt that the new 95 was just a bit too fancy for some applications, and this went down well with a number of big UK fleets.

By the early 1990s the next generation 95s were unveiled, with revised engine ratings, a new cab interior and other detail changes, and this gave the range a kickstart. Also, the introduction of the 75/85 medium/heavyweight gave the company another weapon to win over fleet buyers, allowing the 95 to be repositioned in the marketplace.

The 95 featured here came from

the latter end of this period, just before the superb XF95 was launched in 1997.

The XF, with the new XEC 12.9-litre engine eventually rated at up to 530hp and heavily revised Space or Super Space Cab, really turned heads. It gave DAF a machine to take on the likes of Volvo and Scania, increasing market share and expanding the customer base.

The old 11.6-litre engine had served the company well – the engineers had done a tremendous job, taking it from a basic 230hp DIN (about 220hp by modern standards), to 373hp in the 3600, then 380hp in the first 95 and eventually onto 400hp and then 430hp in later versions.

It was able to meet the Euro-2 emission regulations with a mechanical fuel injection system, which was welcomed

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The modern cab is so much bigger, better insulated and equipped

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senior management at Paccar to get the necessary funding to begin with.

Continuity and consistency are at the heart of the DAF story. This makes it quite interesting to look back at the original development of the 95 range, since the company was a very different operation back then. It had just extricated itself from International Harvester ownership and needed a partner to help fund the development of a new cab that would replace the long-serving design fitted to the 2800/3300/3600 range. This came in the form of the Cabtec alliance with Spanish company Pegaso, part of Enasa, that had also been linked with International for a while. The companies joined together to design and build a new cab range and the agreement worked well

by sectors of the market sceptical of complex electronic systems.

They were reasonable performers, too.

The torque output was a little down on some of the best in class at the time, but the engines were quite good on fuel, easy to work on and capable of big mileages if looked after properly. Put simply, they earned a lot of money for both truck operators and DAF, and paved the way for future models. Making a lot out of relatively little is a Dutch characteristic, the hard-working population have reclaimed a lot of their country from the sea. The long history of DAF’s first big diesel engine echoes its approach to the modern-day truck range, especially cab designs. Come up with a really good design and keep on updating it for as long as possible. It works for an awful lot of truck buyers.

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25 YEARS OF UK MARKET LEADERSHIP

THE TEST

OF TIME Climbing into the 95.400 was a real step back in time. It’s probably about 18 years since we last got behind the wheel of a pre-XF model 95, with its blue cab trim, relatively large steering wheel and flat dash, along with the raised centre section between the seats. Access is easy enough, the steps are well placed, as are the grab handles. The floor line is considerably lower than with the later XF versions and the cab is shorter without the extra insert in the sidewall behind the seats.

Vision, particularly in urban areas, is probably slightly better than the new

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models in certain respects, because the driving position is quite a bit lower. As a result there is plenty of headroom for even the tallest, but some drivers do seem to disappear slightly behind the wheel of a 95 – its almost as if they need to sit on a cushion. The dash layout is pretty simple, with a spread of analogue gauges, rocker switches and a bank of warning lights on the left-hand side. Compared with a modern digital dash, it looks a bit like the control panel for a piece of older industrial equipment, which I suppose it is in a way.

The blue trim dominates, with a few lighter panels to break things up. Crosscab access is reasonable by the standards of the day, but it’s no flat floor, and the raised floorline of the modern F makes all of the difference. There is a reasonable amount of room and the absence of an overhead locker on the passenger side makes it possible to stand in the footwell.

The bottom bunk is very low-mounted and nowhere near as thick and wide as the modern version. We seem to remember

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that you lay in the bunk, rather than on the bunk in a 95 – that was certainly the case in the pair of 95.430s we drove back in the day.

The engine fires readily, no electronic pre-check is required, and the steel throttle and brake pedals need a good prod to make things happen. The 11.6-litre engine is responsive enough, with a nice gruff exhaust note from the upright stack.

Relatively low overall gearing and plenty of ratios in the 16-speed manual box keep the driver busy. The gearshift is easy enough. DAF abandoned the double H shift used in the previous range when the came out in 1 . At first, it used a rotating/lifting collar to operate the range change and splitter, but moved over to separate rocker-type switches on this facelift model.

Compared with a modern electronically controlled vehicle, everything literally feels mechanical, which is satisfying in a way, but takes more effort and concentration to use effectively. The steering is relatively

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low-geared and requires quite a bit of arm work with the large diameter wheel, so you have to make more of a conscious effort to direct the truck than with the modern XF. Also, noise levels are higher – there is far more vibration that we remembered, although you must appreciate that this truck has done a lot of work in the last 20-odd years. From the outside, it’s immediately obvious that there is far more ground clearance with the 95.

Contemporary reports and tests back in the day complained that the bumper and underspoiler were vulnerable, unlike the modern XF, with its front under-run protection and aerodynamic styling. The bottom of the 95

bumper is almost level with the top of the headlamps on the new truck. Also the front towing pin is more exposed and accessible – trucks must have got towed more frequently in the 80s and 90s.

People often say that the main part of the cab shell is identical to the later generations of heavyweight DAFs over the past 33 years. Well, you can identify certain parts, such as the windscreen side panels and other details, but the modern cab is so much bigger, better insulated and equipped it is car-like compared with the original 95. DAF’s designers and engineers really have done an excellent job when you see just how far they have come with the design and it shows what an advanced concept the original Cabtec designers came up with, especially when you consider that they initially put pen to paper when the world was a very different place.

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25 YEARS OF UK MARKET LEADERSHIP

CENTRE OF EXCELLENCE SPOTLIGHT: LEYLAND ASSEMBLY PLANT

Leyland Trucks might be an historic name in vehicle manufacturing – but high-tech innovation is woven into its DNA WORDS: RONNIE HITCHENS Many commentators have lamented the demise of the British truck industry. But while many famous names have disappeared, in Lancashire at least, the heart of truck manufacturing in this country still beats strong.

Leyland Trucks still proudly carries the name of its home town, tracing its origins back to 1896 and counts fifth generation employees on the payroll.

This is no heritage business reliant on a nostalgic customer base to keep it afloat.

Leyland Trucks today is a global leader in the automotive industry.

Almost one in every three trucks on UK roads is built at the Leyland Assembly Plant (LAP): a true UK automotive success story. And it’s been recognised too, most recently with the Queen’s Award for Enterprise. With

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the end of the Brexit transition period on the horizon, its location on this side of the Channel may make it even more critical to UK operators, ensuring the supply of vehicles and parts they need to keep the UK economy on the road.

STATE OF THE ART The LAP was heralded as a worldleading facility upon its opening in 1980.

As part of Paccar since 1998, Leyland Trucks builds DAF vehicles for markets across the world. In fact, it is thought to be the only production facility to produce the entire range of trucks, of any one brand, on a single production line and under one roof. The single building, which covers 16 acres of an 86-acre site, houses the production facility, offices and the Paccar Parts Distribution Centre (PDC).

Leyland has a proud history for sure, but the company now plays a vital role

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in developing new technologies. The team of engineers is responsible for the design and development of the entire LF series and specific CF models, and is playing a key role in the development of DAF zero-emissions solutions. Latest is the battery powered LF Electric, which was showcased in 2018 and is expected to commence field trials shortly.

Continuous investment in the building, manufacturing processes, and, above all, the people, means that the LAP remains among the most advanced in the industry. Production boasts the world’s first robotic truck chassis paint booth, with ‘dancing’ robots intricately choreographed to ensure every chassis variant receives precisely regulated paint coverage – it’s a sight to behold.

A 1,000-strong workforce has the latest state-of-the-art technology at its fingertips – literally; every chassis is accompanied on its journey from

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chassis-rail to completed vehicle with a set of electronic work instructions that identify every part and every task.

PEOPLE POWER The most essential components of the LAP are undoubtedly its people.

Individuals are encouraged to put forth ideas on how to deliver quality and efficiency improvements. The methodology works; LAP has picked up the Paccar ‘Chairman’s Award for Quality’ nine times in 17 years – a coveted title among the nine global Paccar production facilities that vie for the title. A team from LAP was hand-picked to advise on the build and commissioning of Paccar’s newest facility in Brazil in 2013.

MIX AND MATCH Vehicles produced at Leyland are many and varied. “It’s not unusual to see

multi-wheelers nose-to-tail with LF lightweights and XF tractor units,” says operations director Peter Jukes.

“In fact, we schedule it this way to balance the workload.

“Finished vehicles are destined for customers in the UK and around the world. All DAF LFs are produced here, together with the vast majority of righthand-drive CF and XF models. Last year, we built 19,500 trucks with 7,000 exported to 51 different countries – the balance of 12,500 vehicles going to UK operators.”

BODY BEAUTIFUL This same in-house capability extends to Paccar box and curtain-sided bodies that have been designed, manufactured and installed at the LAP since production started in 2007.

Each year, 1,000 Paccar-bodied LFs and CFs are produced. The 10,000th

Paccar-bodied vehicle was only recently handed over, making Leyland one of the UK’s largest bodybuilders.

PARTS DISTRIBUTION CENTRE The Paccar PDC is located alongside the main production area and is supported by a second building for large and slow-moving items.

“Our parts team live and breathe first-time pick rates,” says PDC manager Neale Handley, “Managed Dealer Inventory, or MDI, ensures 95% of our parts orders are available on the dealer’s shelf. If the dealer does not have the part, they can order from here up to 6pm, we’ll deliver overnight and it’s ready for the next morning. This takes availability to almost 99%.

“It’s impressive, especially when you consider there are over 200,000 parts lines including our TRP all-makes, trailer and consumables range.”

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25 YEARS OF UK MARKET LEADERSHIP

GAME CHANGERS SUCCESS STORIES: THE DAF DIFFERENCE

Maintaining top spot in the sector for quarter of a century is no mean feat. We asked three industry stalwarts what they thought made the manufacturer so special TONY PAIN So what does ‘DAF’ stand for? We asked the marketing director of DAF Trucks UK from 1996 to 2003 for his view.

“It all goes back to 1928 when Hub van Doorne started an innovative engineering business in Eindhoven, Netherlands. When brother Wim joined him, they decided to concentrate on the production of trailers and semi-trailers

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and named the company Van Doorne’s Aanhangwagen Fabriek, or DAF for short.

“In 1948, following the decision to focus on producing trucks and engines, it changed to Van Doorne’s Automobiel Fabriek. It remains that to this day – and of course, that’s the technical answer to what the letters DAF stand for. The important question is though,

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in practical terms, what do those letters ‘mean’ in the UK? What determines the company’s characteristics and distinguishing features? What does DAF and its dealer network really mean to British operators? For me, you can sum it up in just one word: ‘Dependability’.

“In our industry, success requires far more than productive, fuel-efficient trucks at the right price. You need all

Sponsored by dependability - and people with a passion for the business. Business is really all about people and trust, and never has that been more true than in today’s economically uncertain times.

“Becoming Britain’s best-selling truck brand is an incredible achievement in itself, let alone for 25 consecutive years - and I, for one, am proud of being part of the team that built that success

“

What does DAF mean to British operators? You can sum it up in just one word: ‘dependability’

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the qualities associated with the word ‘dependable’. You need to be consistent, trustworthy, steady and true. Able to be relied upon.

“In my career with Leyland DAF and DAF, I met many hundreds of road transport professionals, both operators and drivers. As a breed, they are down-toearth people who accept that, from time to time, trucks go wrong. What really matters to them is how the manufacturer resolves any issues. What’s the dealer’s attitude? How quick is the response?

“I’ve been asked many times ‘What is the DAF difference? What’s the secret behind this British success story?’ Yes, it includes all the normal things operators look for from every truck manufacturer: reliability, fuel economy, parts availability, low operating costs and driver appeal.

But in real terms, operators are looking for more. In my opinion, it’s called

(well, for 19 of those 25 years, at least!)

“While being market leader is not really of huge importance, it confirms one inescapable fact – that DAF gets it mostly right, most of the time. Perhaps it’s the consistency of DAF’s success over such a long period that is the most impressive thing.

“There were, of course, several product highlights in the timeline that is DAF’s success story in the UK: the launch of XF with Super Space Cab in 1997; the arrival of the LF range in 2001; the CF with MX engine in 2006; and the launch of DAF’s Euro-6 model range in 2013 – all of them built in Britain at Leyland, still the spiritual home of UK truck manufacturing. But DAF’s success story is about so much more than DAF products. Or DAF dealers. Or even DAF people. In the end, DAF’s market leadership is all about its dependability.”

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25 YEARS OF UK MARKET LEADERSHIP

SAM DE BEAUX

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De Beaux believes there are considerable benefits to running a one-marque fleet. He says “Familiarisation of the brand leads to great efficiency in maintenance, speed of diagnostics and repair. The right parts are always on the shelf and uptime is maximised. Driver safety is also greatly improved. In an emergency the driver being used to all the control positions and switches undoubtedly improves safety.

“Loyalty, honesty, trust, dependability, professionalism, fairness these are a few ad ectives as to how a customer should treat its suppliers, sadly not always a reality in our industry. ist and I have aspired to achieve this, and as a result DAF takes a holistic approach to its brand, which means that the aftermarket support goes beyond what the warranty documents say. taying loyal as a customer enables it to be loyal to ist as a supplier and provide policy support when required.

“Whatever manufacturer’s truck you run, there will be a problem at some stage. How the manufacturer deals with the issue will set them apart from others. DAF stands by its product and ensures any disruption to the operation is minimised, and considers the cost implications appropriately. I appreciate its support over the years.

ONE MARQUE BENEFITS

There’s not much Sam de Beaux doesn’t know about DAF Trucks. After all, the former Gist engineering director has purchased thousands of them over the past 30 years. But what first attracted him to the brand?

“When I took over as head of engineering in 1991, I inherited a predominantly ERF fleet, along with a few Bedford tractor units,” explains de Beaux, who retired from Gist earlier this summer. DAF was already the company’s second choice for automotive power, predominantly for rigids.

As is essential from time to time, the supply of tractor units was tendered, post the demise of ERF. “I have found over the years that there isn’t a vast difference between the vehicle makes if a proper total life-cost analysis is completed. They all need to be competitive to remain in the market.” The differentiating question was, what would the manufacturers bring to Gist over and above the truck product?

DAF offered two things – firstly the opportunity to replace Gist’s obsolete cost-collation system, and secondly a one-stop-shop for spare parts.

There were and are many workshop management systems on the market, but very few that cater for the heavy goods vehicle sector – most being car-derived.

The DAF system records the asset and then all costs associated with that asset – labour, parts and purchased repairs.

The reporting tools are important to

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“

A supplier must have the ability to get under the skin of your company

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and therefore safety and reliability of the parts fitted are assured,” he adds.

He says DAF provides continual benchmarking for Gist, and also constantly reviews stock availability (currently 99%), and ensures no stock obsolesce. A quarter of a century later, the relationship continues to flourish, and 85% of Gist’s 1,500-strong truck fleet are DAFs. “With DAF it’s not just about selling a truck, it’s a combination of a lot of things,” explains de Beaux. “It’s looking after the maintenance, it’s looking after the parts, it’s warranty, it’s providing technical support, it’s providing driver and technician training. Then a supplier must have the ability to get under the skin of your company, understand what your issues are and make suggestions that will improve them.”

GRAHAM BELLMAN

As the former fleet director at Travis Perkins, Graham Bellman had a long and prosperous relationship with the manufacturer.

“Having completed 20 years with one of the big UK fleets, I understand why DAF has continued to lead the pack when it comes to market share. It’s been a story building from the 1990s, when DAF acquired Leyland and inherited great brands such as Roadrunner, Freighter and Cruiser to add to the DAF range of heavy trucks such as the 2300, 2600 and iconic 2800/3300 Space Cab. The new DAF offering provided a true range of trucks, and it was quick to launch a revised offer into the early 2000s with the LF/ CF range, following on from the XF in the 90s.

“The LF/CF range for the fleet operator was a great truck, and a step up from the earlier models. Looking back, you can see the vision regarding whole life costs, the introduction of long-life components and the integration of telemetry from an early stage to assist with diagnostics. DAF led the field in what we now expect as standard from a manufacturer.

Pioneering automated transmission, in its earliest form as an automated manual gearbox, was a hot topic among operators, drivers and manufacturers at the time but that has matured to the new normal in its refined and standard offering. It’s the same for driver information panel (DIP). This was emerging technology when introduced in 2002.

“The core requirements of payload, reliability, whole life cost – and not forgetting driver appeal – have been captured in the range, and are the reason DAF has maintained its position over this period. But buying the truck is the easy bit.

“Whether it’s a single truck purchase or a fleet deal, there is always an element of calculated decision making, as most things behave themselves for the first couple of years. Reputation is earned, and DAF built on that reputation with a network that has coverage and commitment. I have frequently held up the dealer network against others as to how it’s done. Being open to ideas on maintaining the fleet, listening to customers and being honest gained repeat business. Also, the DAFaid support has always been the one to beat. I cannot praise the dealer network enough; when you run a fleet to 10 years-plus, you need good support, whether that’s the dealer network, parts supply or technical back-up. I can recall many customer forums that helped develop the products into the industry-leading range of today. Being in construction, we had challenges with damage. Not being a tipper operator we had to conform to standard road haulage specifications, so working with the DAF Engineering teams we were able to revise areas such as step configuration. Options around axle design and practical updates helped with providing a truck that suited the operation as we took trucks to places they are not necessarily designed to go.

“DAF has always been keen to look at emerging technologies to retain its top spot. The industry’s future needs around visibility, alternative fuels, and integrated safety systems are the next challenges.”

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DAF has always been keen to look at emerging technologies to retain its top spot

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record not only the asset costs but also provides workshop efficiency analysis.

One particular key measure is hours worked versus hours paid. “This is not to persecute employees, far from it, but to ensure Gist is as efficient as it can be to remain competitive in the market and keep our in-house workshops open,” says de Beaux. “I have no doubt that in-house workshops, properly run and managed, are the most efficient way to maintain a fleet that includes complex refrigerated and double-deck trailers, especially when time-critical operations are expected from Gist customers.

“One-stop shopping for spare parts is important to ensure not only that cost is managed but also, and more importantly, to ensure original manufacturer quality

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DAF FLEET SERVICES

Keeping You In Perfect Formation

When you choose DAF, you choose a company with 25 years UK market leadership, plus back-up and support that’s simply unbeatable. To keep your fleet in perfect formation, DAF Fleet Services offers a bespoke solution designed to safeguard vehicle compliance and remove the admin burden of operating HGV’s. Through the DAFcheck web portal all vehicles are monitored to ensure service inspections and legal requirements are completed on time.

To find out more contact your local DAF Dealer or visit www.daf.co.uk

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45262 Keeping You In Perfect Formation CVSS 277x190mm.indd 1